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(No Model.) a SheetsSheet 1. W. BUCHANAN.

I AUXILIARY GAR HEATING SYSTEM. No. 394,456. Patented Dec. 11, 1888.

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AUXILIARY GAR HEATING SYSTEM.

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(No Model.) 3 Sheets-Sheet 3.

W. BUCHANAN.

( AUXILIARY GAR HEATING SYSTEM.

No. 894,456. Patented Dec. 11, 1888.

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UNITED STATES PATENT OFFICE.

\VILLIAM BUCHANAN, OF NEW YORK, N. Y.

AUXILIARY CAR-HEATING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 394,456, dated December 11, 1888.

Application filed December 22, 1887. Serial No. 258,652. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM BUCHANAN, a citizen of the United States, and a resident of New York, in the county of New York and State, of New York, have invented a certain new and useful Auxiliary Car-Heating System, of which the following is a specification. My invention relates to improvements in apparatus for heating railway-cars by steam, in whichalocal generating device is used which is adapted to be quickly and easily engaged with or disengaged from the main circulating system of the cars, whereby, when they cannot be heated from the boiler of the locomotive, they may be heated by steam from the local generator; and my invention consists in the combination, in such apparatus, of automatically-acting devices, whereby when steam enters the service or supply pipe from the 10- comotive-boiler the fire in the local generator will be automatically dumped; and my invention further extends to the details of construction, which will be hereinafter set forth and claimed.

I carry out my invention by means of the devices illustrated in the accompanying drawings in which Figure 1 is a vertical section through the end of a car provided with my auxiliary heater. Fig. 2 is a longitudinal section of the same, the section of the auxiliary heater being taken Fig. 3 is a side elevation, partly in section, and Fig. 4 a perpendicular section taken on the linear 50, Fig. 3, of the fire-dumping apparatus, which will be f urther described. Fig. 5 is a diagrammatic view of my auxiliary heating system used in connection with the automatic fire-dumping apparatus; and Fig. 6, the same, with the exception that the fi1ed11m-ping apparatus is only partly automatic.

In the drawings, A is the body of the car.

B is a separate compartment placed in any desired part of the car, and in which I prefer to inclose the auxiliary heater.

C is the boiler in which the steam to supply my auxiliary system is generated.

D is a tank containing water to supply the boiler,whioh is fed into it through the pipe aby means of the hand-pump b. The feed-pipe a is provided with the necessary check-valves.

c is the water-gage.

(l is the smoke-stack extending through the roof of the car, and a is the safety-valve and whistle combined, which may be employed to give an attendant warning when too great a pressure in the generator is reached.

E is a pipe leading from the boiler down to the branch pipe 6, said branch pipe connecting with the heating-pipes F F of the heating system, which run along at or near the floor and, preferably, on both sides of the car, and then down through the bottom of the car to the service-pipe G, located under the car.

The pipes F F 1 form the car-heating system now used, and the service-pipe G is connected, when necessary, by means of couplings to the servicepipes placed under the other cars of the train, and thence to the boiler of the locomotive from which the steam is obtained, and at the rear end of the train the pipes are closed by the necessary valves, or an escape maybe permitted to keep up the circulation.

As before stated, the service-pipe G is connected with the heating system inside the car by means of a branch pipe, G, Figs. 5 and o, passing through the bottom of the car, preferably at or near its center, and the pipe F is provided with the steam-trap F and other usual drainage and exhaust devices, whereby a complete system will be insured. The heating-pipes may, if desired, be placed on both sides of the car, and when so placed they are connected together by means of the cross-pipe F Figs. 5 and U.

Below the body of the car, or at any other convenient location, is placed a steam-cylinder, H, the steam for which is obtained from the service-pipe G through the pipe I, and thence into the cylinder.

The pipe E is provided with a valve, J, and the cylinder H is provided with a petcock, H, for draining the same.

The boiler C is provided with an oscillating grate, K, and beneath that a damper, L. I prefer to employ the damper, although it is not essential to the operation of the auxiliary i heater, because it prevents the air from blowing up through the heater and cooling the compartment in which the heater is placed, or the car, if a compartment is not provided for it, when there is no fire in the heater. It also excludes dust, &c. The piston-rod M is connected with a rack, N, which may form a part of the piston-rod, and which gears with the pinions O and P, which are respectively attached to the shafts O and P, to which the grate and damper are respectively attached. Under the grate is located a chute, Q, in which the damper L and shaft P are located, thesides of the chute forming suitable bearings for the shaft P. The chute passes through the bottom of the car, and it is so located that the contents of the grate shall not fall on any part of the car or track when dumped, as hereinafter explained.

In Fig. 5 is more clearly illustrated my arrangement for automatically dumping the fire in the auxiliary heater when the cars are heated by steam from the engine. The steam then coming from the engine through the pipe G enters the small pipe I, and from it the cylinder H,which elevates the piston, and through it the piston-rod and rack-bar, which being in engagement with the pinions on the shaft of the grate K and damper L rocks them both and dumps the fire through the chute Q, and at the same time the steam passes through the pipe G into the heating system F and F in the car, the check-valve G allowing the steam to pass into the car, but not from it. Circulation in the pipes F and F is secured by means of the exhaust F as before stated. WVhen, however, for any reason-such as the breaking down of the engine or disconnection of one or more cars from the train steam cannot be supplied from the engine, then a fire is started in the auxiliary boiler, and, the valve J being opened, the steam will pass through the car heating system. Now, if a device like the valve G and preferably automatic, was not inserted in the heating system, the steam would pass from the boiler down into the supply-pipe G, thence into the cylinder H, vibrate the grate K, and thus dump the fire which had been made in the boiler, the end of -the pipe G having been closed by an automatic-acting coupler-valve upon the disconnection of the coupling, if the cars had been disconnected; but by the use of this valve the steam will be prevented from getting into the cylinder H.

In Fig. 6 I have shown a system identical in construction with that shown in Fig. 5, with the exception that a valve, G which is to be operated by hand, is inserted between the supply-pipe G and the heating system F F. This makes the fire-dumping arrangement only in part automatic. This system will be auto matic, so far as dumping the fire is concerned, when connection is made with the locomotive; but in order to prevent the steam from entering the cylinder H when the auxiliary system is used the valve G will have to be closed by hand, and thus deprive the system of its complete automaticity. Of course this valve G remains open as long as the auxiliary system is not used.

Having thus described my invention in detail, I will now present its mode of operation.

\Vhen the car provided with my local generator or auxiliary heater forms part of atrain and is in steam-connection with the engine, the valve J will be closed, and the circulation of the steam will be made through the pipes G and G up into the car through the pipes F F and branches U U, if they be used, the exhaust for each car being made at F also through the extension of the pipe G into the next car and through its heating system in turn, and so on throughout the whole train. As has before been stated, this particular system is provided with all the devices necessary to make a perfect circulation. When the car is removed from the train, or if for any other reason steam cannot be supplied from the engine, then my auxiliary heater will be used to heat the car. WVhen steam is raised in the auxiliary boiler C, the valve J will be opened, thus bringing the boiler C in connection with the branch pipe e and pipe F, and then through the heating system within the car before described, escape of the steam into the pipe G being prevented by the closing of the valve in the pipe G. Vhen the car is again placed in a train and the pipe G put in direct connection with the boiler of the engine, steam from the same will be turned on,which, passing through the supply-pipe G, will enter the pipe I, passing also into the cylinder H, raising its piston, and with it the rack N, turning the pinio'ns O and P, which in their turn vibrate the grate K and damper Q, thereby dumping the fire. This operation takes place automatically when steam is turned on through the pipe G from the engine.

The condensed steam remaining in the pipe I will run out into the pipe G, and should any lodge in the cylinder H it can be drawn off by opening the cock H. y

I have shown and described in the body of the specification a 'rack-and-pinion movement as the means I use to operate the vibrating grate; but it is obvious that I can substitute for the rack and pinion any equivalent mechanism which will perform the same function without departing from the essence of my invention, and I do not therefore limit myself to that alone.

I believe I am the first one to place in a car a heating system arranged so that it may be connected with either one of the sources of supply described; and I also further believe that I am the first to so arrange the parts that when steam from the engine is being used the fires in the boilers of the separate cars are automatically dumped, whereby, as soon as practicable after a car can be otherwise heated, all fire,w]1ich in case of accident frequently occasions loss of life and destruction of property, is removed from the car.

In using the term supply system I refer to the pipe G, and by heating system I refer to the pipes F F.

Having described my invention, I claim- 1. The combination of a heating system within the car, a local steamgenerator within the car in connection with said system and provided with a dnmpin g-grate, a main steamsupply pipe connected with said system, a steam-cylinder located between the main steam-pipe and grate and provided with a piston, a pipe connecting the main steam-pipe with the steam-cylinder, and suitable mechanism for connecting the piston with the grate, whereby when steam is admitted to the main steam-pipe the grate is dumped, substantially as described.

2. The combination of a heating system within the car, a local steam-generator within the car in connection with said system and provided with a dumpinggrate, a main steamsupply pipe connected with said system, a steam-cylinder located between the main steam-pipe and grate and provided with a piston, a pipe connecting the main steam-pipe with the steam-cylinder, and a rack and pin ion connecting the piston with the grate, whereby when steam is admitted to the main steam-pipe the grate is dumped,substantially as described.

3. The combination of a heating system within the car, a local steam-generator within the car in connection with said system and provided with a dumping-grate, a main steamsnpply pipe connected with said system, an automatic valve located between the heating and main supply systems, a steam-cylinder located between the main steam-pipe and grate and provided with a piston, a pipe connecting the main steam-pipe with the steamcylinder, and a suitable mechanism for connecting the piston with the grate, whereby when steam is admitted to the main steampipe the grate is dumped, substantially as described.

Signed at New York, in the county of New York and State of New York, this 24th day of October, A. D. 1887.

\VM. BUCHANAN.

Witnesses:

P. T. LONERGAN, A. G. LEONARD. 

